High-altitude flying-machine



Si D; MOTT. HIGH ALTITUDE FLYING MACHINE.

APPLICATION FILED sEPT. I2. Isls.

Patented June 7, 1921.A

I. L, l Iv.. T III n n m S. D. MOTT. HIGH ALTITUDE FLYING MACHINE.

l Patented June 7, 1921 3 SHEEIS SI-IEET 2.

S. D. IVIOTT. HIGH ALTITUDE FLYING MACHINE.

I l APPLICATION FILED SEPT. l2. 1919. 1,380,406.

.Patented June 7, 1921.

3 SHEETS-SHEET 3 v 'lowing isa specification.

UNITED STATES vP,Ail'lnvl. OFFICE.

SAMUEL D. HOTT, O F

HIGH-ALTITUDE Inma-nomma- PASSAICKNEW JERSEY, AssIeNon or' oNE-HALE 'ro AETHUE E. SULLIVAN, or ALLENDALE. NEW JERSEY.

speciation of mammal-1f.' Patented June?, 1921.

Application tiled September 12, 1919. ASerial fIo. t'

citizen' of the United States, and` a resident of Passaic, in the county of Passaic and 'State of New Jersey, have invented certain newT and useful Improvements'in High- Altitude Flying-Machines, of whichfthe fol- My invention relates to aircraft designed for use at high or largely varying altitudes. The invention is particularly applicable toairplanes or heavier than air machines although it is also applicable to aircraft. of

li hter than air type.

y invention has particularly to do with means' for preventing interference with normal operation of the driving engine by changesof air. density or temperature of the air supplied to the engine as the altitude of the machine changes.

The invention also relates to means for maintaining the reaction between the pro- "p'elle'r .blades and the atmosphere as the density of the atmosphere decreases with inercreasing' altitude, thus permitting the driving thrust to be maintained at high.v altitudes for increased speed of travel owing to the attendant decrease of atmospheric resistance and also to means for concurrently. controlling the engine power by action `on its throttle due to changing barometric conditions.

The invention furtherv relates to means designed to enable the occupants to exist without danger or discomfort at high .altitudes and without interfering with their freedom of movement in the lrarefiedair as would be the case if they were inclosed in a sealed compartment of the fuselage.

In carrying out the first part of my 1nvention I employ a propeller constructed to permit its pitch \to be changed by changing the Obliquity ofthe plane of the blades to the plane of rotation and Ycombine therewith suitable means responsive to changes ofatmospheric density adapted, through intermediate mechanism, to change the pitch as the atmospheric ldensity changes, sothat the pitch and re-action of 'the blades upon the atmosphere may be accommodated to the decl asing density oftheatmospherewith increase of altitude. 'By this means-the lessened buoyancyof lanes or wings in vdiminished density of t e airis compensated by may the` higher'speed'aamable in higher aaituiles.

Anotherv part 'of myV invention 'consists essentially in the,c :olnbination with a sealed space or compartment ofV a blower or injector lfeeding air thereto* and a motoroperating independently ,of the aircraft engine and means automatically responsive to chan of atmospheric density for changing t e speed of said', motor whereby,.as the machine rises and the 'density of the atmosphere` decreases, the blower may feed, through its increaseffof speed, the normal .amount of air to maintain a surface density in said sealed space or compartment.

Another part of my invention consists in means for maintainingv an evenv temperature in a compartment .of the aircraft which may be a compartment feeding air tothe engine or a sealed compartment or space formed as agarment wornby .the aviator, and comprising essentiallya heater for warming the sealed compartment` or'space of the aircraft and means automatically responsive to changes of atmospheric density for regulating the action ofthe heater.

' The invention further consists of a sealed air-tight garment and headpiece adapted to be worn an air supply device and means responsive to changes of density of the atmosphere for regulating the action of-said air supply device so as to maintain normal density of air Within said garment and head iece. y

The Ainvention further conslstsin details of construction and combinations of devices by the aviator and combined with more particularly hereinafter described and then specified in the claims.

In the accompanying drawings: Figure Y of an aeroplane equipped with apparatus embodying my invention. 'Fig 2 isa cross-sectlon-of Fig. 1 on the line w-. 4

Fig. 3 is apartial section through the headpiece for the aviators use and the connecting air pipe.

Fig. 4 shows v rangement whereby two or more headpieces source.

Fig. 5' is a top 'view and partial longitudi- 4 1 is a partial longitudinal section be supplied with air from a common,

di.agrammatically the^ arl plane showing the occupants wearing the iming itl collapsed.

Fig. 10 is a modification showing 1n a view similar to Fig. 7 a double-acting injector or y blower.

Fig. 11 shows diagrammatically a closed compartment and means for regulating the heating and the speed of the injector.

Fig. 12 shows diagrammatically a modification in the manner of the means'for regulating the action'of the heater when said heater is of the electric type.

Fig. 13 is an end elevation of the air propeller in enlarged view.

Fig. 14 is an edge view and longitudinal section of the hub part of said propeller together with means for regulating the pitch thereof.

Fig. 1'5 is a plan of the hub portion of the propeller with the blades removed.

Fig. 16 is a plan of one of the propeller blades constructed in the preferable manner.

Fig. 17 is a longitudinal section through i said propeller blade.

Fig. 18 shows one of the studs 'employed as reinforcement for the blade. Y

1 is the fuselage of 'an aeroplane provided with seats 2, 2, for the occupants as shown in a pit open to the atmosphere thereby allowing the usual4 freedom of movement to aviators when traveling at ordinary altitudes. 3 indicates aninternal ycombustion engine of any desired type and 4 the intake to the manifold thereof for suppl'ylng combustible gas or vapor thereto from the carbureter or similar device 5, and the fuel supply. Said engine drives the propeller shaft 6 as usual in the art whether the same be employed for propelling an airplane or a lighter than air type of machine. The pitch of the propeller blades when running in ordi- Ynary altitudes may bere'gulated by means ofthe handle-7 as shown in Fig. 1 and described in my prior application for patent filed December 13th, 1915, Serial No. 66,466; and also set forth in my Patent No. 1,279,742, issued September 24th, 1918; but as hereinafter described and claimed, the regulation of such pitch is effected automatically and as will be later described.

the forward end of the `fuselage@ or throughopenings as indicated at 11. 12 indicates a sealedcompartment in which the carbureter 5-and gasolene supply 5 are located, said compartment being connected by the side passages 13 (Fig. 2) with a rear compartment 14 so that the density or pressure of compartments 12 and 14 will be the same. 15' indicates the air injector or blower driven by any. suitable power. The cross-section of Fig. 2 is through the fuselage.

' In the particular vembodiment of my invention herein shown an electric motor 16 is indicated which is coupled by belt 17 or otherwise with the shaft 18 of the injector. The intake of the injector is connected by the pipe or pipes 19 with the surrounding atmosphere while the outlet of the injector con- 4 nects directly with the compartment 14 and feeds air into the same as indicated by the small arrows Fig. 1. Vanes or .scoops 20 may ybe arranged at the end of the inlet pipes 19 as shown, to assist in directing air to the inlet pipes as the craft moves throughthe atmosphere. I prefer to employ a rotary type of silent air injector or blower vand may use the form illustrated more particularly in Figs. 7 8 and 9.

Fig. 7 shows the single action type of i which two or more may be employedon the same shaft as indicated in Fig. 11. Each comprises a flexible and compressible tube 21 preferably of fabric and rubber supported within a case and subjected, by rotation of the main shaft 18, to the action of a` compressing roller 22 mounted on the end of an arm secured to the main shaft 18. The intake of the tube and compressor is indicated at 23 while the outlet for the air compressed lby the operation of the roller is indicated at 24. A flexible partition or valve 25 is interposed as indicated, between the ports 23 and 24.

As the arm carrying the roller turns in the time drawing the air in behind it through the inlet 23 ready for a repetition of the operation which begins las .soon as the roller passes the compressible or flexible partition 25. vA suitable rigid ooror backing for the exterior circumference of the tube is indicated at 26.

Obviously the compressor may rotate at any speed desired and by its action a large volume of the attenuated air introduced from the atmosphere at high altitude through the port 23 may be forced into the` compartment 14 and the desired pressure maintained therein dependent upon the speed of operation of the compressor shaft 18. By multiplying the tubes 21, all discharging into said space 14, the desired effeet may be multiplied or increased as required.

sponding compressor rollers '22 ,with theA eilect that thecompressing action is repleatcd at every half revolution ofthe main s aft.

Inasmuch as with increase of elevation the I' l atmosphere becomes less dense, it becomes necessary to increase the speed of the injector 15 with increasingelevation in order that the normal or desired pressure may be maintained 'in the compartment 14.-` The compressor is driven by a motor Voperating independently of4 the aircraft engine or motor as for instance by an electric motor, as shown'. The increase of speed mayl obviously be obtained by the use of any regulating resistance or electric controller connected between themotor and the/source of electric energy 27 supplying the same. The source 27 is here typified as a storage battery. Regulation'of the speed ofthe moton is attained automatically by connecting said' controller with a device which responds to- 'changes of atmospheric density as the craft rises or changes its level above the earth.

As typical of such a device which, as will be understood, typiies any barometric apparatus, I show a piston 28 working in the cylinder and exposed on one side to the outer atmosphere and on the other'to the pressure of air in the compartment 14 or other compartments of the aircraft in which it is desired to maintain a normal pressure of air supplied to the engine and garment or head piece of the aviator. Said .piston 28 -is connected by its rod 29 and link 30 or by other suitable means with the arm 31 of the electric controller which governs the speed and power of the motor 16. As the machine rises and the\ pressure of the surroundingl atmosphere falls, piston 28 evidently will be depressed by the pressure within and the controller will be operated to varythe resistance 32 in a manner to Iincrease the speed and power of the motorand therebys eed u the compressor so that a lar er- P P g volume of the more tenuous air will be supplied to the Compartment 14. The motor resistance 32 is arranged to increasingly accelerate the motor speed-ratio as the piston 28 moves down or outward since the higher 'We go the more rareied is the outerV supply of air to be forced into the sealed compartment.

Obviously vas the aircraft descends and the vatmosphere becomes :more dense, the speed of the motor and injector diminish and at normal elevation nearer the ground The barometric ldevice or ppliance and all autolnatic functions autdatically cease.

.theconstructi'on'of the inter ediate devices Controlling thel action of the motor and might be regulatedin other ways, as for 1nr stance by maintaining a` constant speed of the driving motor and regulatingthe intermediate driving. devices to speed up the shaft 18 in well known mechanical ways, said speedchanging devices being regulated in their action by the operation of the piston 28 or other barometric device.

For the purpose of maintaining the teniperature of the air in the compartment or space 14 at high altitudes where -the temperature of the surrounding-atmosphere, as is well understood, drops very greatly, I propose to employ a `heating device automatically'regulated in its action by the means 28 or other similar. device responsive to changes of altitude. Combined'with' said heating devicevmay be means responsive to changes of temperature in the space 14 for regulating their action. Means typical ofV series of contacts as shown, whereby any desired number of said sections may be throjwn out or in to vary the heating effect. Said arm 34 being connected, as shown, to the piston or diaphragm 28,it is obvious thatj, as the temperature of the atmosphere falls at the increasing altitude, commutator arm 34 will befoperated to increase thelheating effect and maintain the temperature in the spacey 14 or spaces connected therewith.

The source ofhcating current is in this instance shown as ,consisting of the storage *I battery 35 but any electric generator might-'ifif i be used for the purpose as for instance an by the engine 3 or dynamo generator driv by otherpower. Wha ever the type' of heater, whether the same beelectrical or of other form, the principle of my invention ""consists in the .automatic regulation of it action by any well known device suita the type ofheaterl employed, governedin v its operation by the changes of atmospheric.

density operating through the piston 28 'or other barometric device suitably connected to said regulator. The regulation of the lheating so far described will take care of the general changes of temperature due to increased elevation. but as this is not a con stant decrease and takes place at a higher rate at higher altitudes, compensation is `introduced through calibration'of the regularresistance or contacts by making them of different lengths as indicated or graduating them'so that the heater action will lincrease at an increasing rate as the Vcraft rises.

Inasmuch as the changes of temperature of the surrounding atmosphere with change of altitude may not be the same under all conditions or in all situations, I introduce a compensation4 for thisby employing in connection with the heating means suitable devices for regulating the same thermostatically controlled. by the changes of temperature inthe heated space. As typical of such a thermostatic control of the heat within the sealed space when an electric heater is employed, I show a thermostat 36 working between two contacts 37, 38 connected to Y arm 42 to bring in more sections of the the circuits respectively of the electromagnets 39, 40, and including a battery or other suitable generator 41. These magnets being furnished with front and rear contacts connected into the circuit of the electric heater as shown, it is obvious that a rise of temperature abve the regulated or desired degree causing the thermostatic bar 36 to flex in one direction, as for instance to close the contact 38, will result in opening the circuitl of the heater and the same will cease to act so long as the temperature remains above the normal within the space and irrespective of the action of the barometric controlling device. On. the other hand, when the temperature falls below the desired degree within the contained space, bar 36 will close the.

circuit upon the other contact 37, thereby closing circuit for the heater independent of the arm 34, so that the heater will operate with its full power irrespective of any action of the arm 34 under the influencev of the barometric device and the temperature. will be brought up within the space to the desired normal degree, thus causing the bar 36 to i'lex back into position indicated, wherein both magnets 39, 40 being denergized, the

heater circuits `and heater-are left tothe control of the barometric device.

Fig. 12\.s'hows another device that may be employed for increasing the action of the electric heater upon decrease @temperatur-e. In this instance the arm 42 moves over a series of. contacts to control the number of l sections of the heater that shall operate .in multiple at the same time andis governed by the longitudinal expansion and lcontraction of wires or bars 43 Connected in tandem between the fixed pointx44 andthe lever 42 -by meansv of links or levers 45, so that the contraction of all the sections 43 with decrease of temperature is multiplied in the heater, while vice versa, their expansion by increase of temperature'V allows the arm 42 to move under the influence ofthe spring 46 and cut out sections of heater to decrease the heat The desired heat and pressure contained in compartment 14, to whatever altitude the machine may rise, is employed also for maintaining the comfort, safety and ease of movement of the aviators in the tenuous atmospliere by furnishing them with suitable airtight suits or vestments 47 and connected headpieces 48, which may be in general structure like those worn by divers but light, thin and inflated for ease of movement. These are supplied from'the tank or compartment 14 through a pipe 49, branched to the headpieces or neck as indicated in Fig. and connected with said headpieces through the nipples or couplings 50 for inlet of the air thereto. The gas or spent air may be exhaled or-forced through the outlets 51, or, if desired, the air may be supplied and exhaled through a device of the type indicated in Fig.I 3, wherein I sliow the connected flap valves 52 and 53, the latter closing the inlet or supply and the former, 52, the outlet or waste. yPressure from the supply pipe 49 opens the valve 53 and closes the valve 52 while pressure from theheadpiece above the normal or graduated supply and for the purpose of opening the waste valve acts upon the rear side of valve 53 which is of larger size, closes the same, and thereby, through the connectiony between the valves, opens the valve 52. e

Obviously the system of tubing supplying the air to the headpieces and suits may also serve as a speaking tube for communication between the aviators.

As will be seen, my invention permits unrestrained movement ofthe aviators in the highly -tenuous atmosphere found at eX- e or compartment.

The regulable pitch 'of propeller required for carrying o'ut my invention may be ob-f.

tainedl by any desired construction as for instance that described in my prior appli- Y cation for patent filed December 13th 1915, Serial No. 66,466, or my Patent No. 1,279,742, or by any other desired construction.` l

As shown ill-Figs. 13 and 14, each propeller blade l54 is mounted at 55 upon the hollow propeller shaft 56 in a manner permitting-1t to turn on vits own longitudinal axis so that its Obliquity to the plane of rotation of the propellermay be changed, thereby varying its reaction on the atmosphere. At

one edge and by means of the ring, 57 con-v nected to said blades and connecting wires joined thereto, said blades -a're connected to the fixed hubs 58 of the propeller shaft. At their opposite edges the said lblades are connected to the longitudinally movable hubs A59, movable longitudinally on the shaft 56 and having cross arms working in inclined slots 60 in the hollow shaft whereby, on lon-v ofy the blade to which' they are connected the automatic adjustment of this pitch in accordance with changes of altitude in a manner to increase the pitch and reaction as the altitude increases. For this purpose I use any barometric device similar to that' already described or of any suitable character-'adapting it to respond `tochanges of atmospheric density external to-the machine and as illustrative of such a device I show piston 28 movable in its cylinder and exposed on the one side to the varying pressure of the external atmosphere .and on the other to the substantially maintained pressure of the'sealed space on the aircraft, a wall of' which space is indicated at 14. Said barometric device is suitably connected with means whereby, as the position of the piston 28 changes with change of altitude, movement may be imparted to the rod 61 to change the'pitch of the propeller blade. As typifying and illustrating means suitable for this purpose I show an elbow lever 62lone arm of which is engaged'with a rod extending from the piston 28', while the other arm'connects with a sleeve 63, upon rod 61 suitably constructed to permit rod 61 to rotate freely in sleeve 63 or to cause movement of 63 under the action of lever 62 to impart longitudinal movement to rod 61. This ma obviously be accomplished by the use of anges or collars on the rod embracing sleeve 63 between them. Extension 67 of' lever 62 connects to throttle of engine for thepurpose of increasing the power of the engine when the pitch increases.

The action of the barometer device may be steadied by `a dash-pot indicated at 64 the piston of which is connected with the piston rod for piston 28. The circulation of' liquid as the dash-pot piston rises and falls' is allowed by bypass 65 and the stopcock 66 in said bypass may be turned to stop the circulation and thereby fixv the devices in any desired position for any particular set pitch or adjustment of the propeller land other devices.

As the machine rises into the increasingvacuum of high yaltitudes the engines power obviously increases without adjustment, owing to the diminishing back-pressure at the exhaust. The adjustment of propellers to' varying pitches comensat'es their fulcrum in a medium of varyi ing density like 'the atmosphere. Other things being equal the-higher the machine the faster it may speed owing todiminished resistance like hydroplanes ri'sing/ from the machine having the aviator and *use of the variable flying beyond -unaided vision 11,000miles from the artic to the antarctic without food or rest. Likewise the sustaining component of planes or .wings is compensated by the greater speed of translatiomfor when speed is doubled in one-half density obviously there is neither gain nor loss of buoyancy. In case the air injector is driven from the engine shaft, an automatic variab e speed control may he interposed in this connection as already mentioned. Likewise the gener,- ation of current for warmth may be produced by using the shaft of the air propeller as a prime mover for running 4the dynamo generator to supply current in place of the heavy battery, or said generator might be run by an air propeller driven by the rapid motion of the aeroplane through the air as is done with' wireless uipments.

For the propeller blades I pre er to employ the construction shown in Figs. 16, 17

and 18. In this the blade consists essen- .water into the air, or like migratory birds tially of a metal shell the walls of which whilethe studs act as the rigid strut meinthis construction being bers of a' girder, preferably attained by shaping up the body to the desired form in paraifin, wax or similar substance with the studs inserted therethrough and then electroplating said form and subsequently removing the core or body by the application of heat and through a perforation. in the plating.

This machine is intended for low as well as high altitude flyingV and devised zto take care of itself in so far as altitude is concerned.

Were the turbine prime mover used to drive air lanes it would `be in the outer air, and the Ib b'unsen flames froinliquid fuel would be located in the sealed compartment.

My present invention is an improvement on that of my prior applicationv led Dec.l 13, 1915, Serial No.

described and claiied a'high altitude flying a sealed compartment for thecarbureter of the engine for automatically maintaining pressure within the inclo-I surer independent of the .speed and at any altitude, said means being responsive to changes of* fessure within said compartment, and w 'erein I have also `described the and means the atmosphericV able 'as to pitch from the sealed compartment to control the reaction on the air.

What I claim as my invention is pitch propeller adj ustoiler and its adjuncts, including 66,466, wherein I have 1., A high altitude aircraft having a sealed compartment combined withvran injector 'or blower supplying afr to the saine from the surrounding j atmosphere, a Aijng'itpif `therefor operating independently of the speed of the aircraft engine', and means for automatically changing the speed of the motor as the altitude changes.

2. In la high altitude aircraft havingan air compartment, the combination with said compartment of an air supply device connected with the atmosphere, a motor therefor operating independently of the speed of the aircraft engine, means responsive to changes of atmospheric pressure and means controlled thereby for automatically .increasing the speed of said motor as the atmospheric density lessens.

3. In a high altitude aircraft, the combination with a sealed compartment and an air compressor supplying air thereto from 'the surroundingv atmosphere, of a driving Inotor therefor operating independently of `the speed of the aircraft engine, means for increasing the driving power of said motor and means responsive to changes of atmospheric density controlling the action of the latter means. l

4. In an aircraft, the combination of a sealed air compartment, an air compressor supplying air thereto from the surrounding atmosphere, a driving electric motor for said compressor, a controller for saidmotor and means responsive to changes of atmospheric density for governing the'position of Asaid controller as and for the purpose de scribed.

5. The combination with an aircraft, of an 35 air compressor comprising a flexible tube and a compressor roller acting on said tube 4 and mounted on an arm connected to the compressor shaft and means operating independently of the speed/of the aircraft engine for automatically changing the velocity of rotation of said shaft in response to changes of atmospheric density. 1

6. In lan aircraft 'of the character described, the combination of a heater and means responsive to Adecrease of atmospheric density for increasing the heater action with changes of altitude and lessening density of the ysurrounding atmosphere. I

7 In an aircraft, the combination. of a heater, means for governing the same 1n accordance with changes of atmospheric density to maintain the heat of a compartment as the craft rises and -a thermostatic heat control having its controlling thermostat responsive to changes` of heat condition in the heated compartment so as to compensate for want of uniformity in changes of temperature due to changes of altitude. 8. In a high altitude aircraft, the combination of ^a 'variable pitch propeller and means responsive to changes of atmospheric 1 density for automatically governing the, pitch of said propeller .and th'e;"'air` supply 'for the engine. 'f 1 9. In' an a irplane, thecombination ofa variable pitch propeller and means responsive to changes of atmospheric density for automatically g "ernizag the pitch as it rises into high altitudes, and'means for automatically governing the rate of air supply for the engine.

10. In a high altitude aircraft, the combination of a variable pitch propeller and means responsive to changes of atmospheric density for automatically governing the pitch of said propeller and concurrently therewith the throttle of the engine. y

11. Inan aircraft, the combination with the air propeller having a variable `pitch blade, a barometric device governing the position of the blade with changes of atmospheric density surrounding the aircraft, a dash-pot connected to the barometric device and 'a bypass having a stop-cock for setting the blade at any adjusted pitch.

12. The combination with an aircraft, of a variable pitch propeller and means for automatically adjusting the reaction between the propeller blades andthe atmosphere in accordance with changes ofatmospheric density. f

13. An aircraft having a sealed compartment Combined with means for maintaining the temperature and density of air therein constant, an aviators air-sealed suit and` means for connecting said compartment with said suit. p

14:. An aircraft having a sealed com artment combined with means for maintaining the temperature and density of air therein constant, an aviators air-sealed head gear and means for connecting said compartment with said head gear.

15. A 'high altitude aircraft having Va sealed air compartment, van engine drawing its air supply therefrom, a compressorand motor therefor acting independently of the aircraft engine speed and means responsive' to changes of altitude of the machine for. automaticallychan 'ng the speed of' said motor to maintain t e density lof air in said' compartment y 16. In an aircraft, the combination with a multiplicity of aviators headpieces, and a source of air supplylof pipes to supply two or more headpieces, whereby the piping may serve as a speaking tube. 17. The combination with an aircraft, of an electric heater having a control responsive to changes of density of the surrounding atmosphere and a thermostatic device in the warmed compartment provided with means for opening a circuit of the barometric control when the temperature rises above a predetermined degree and fdr) clos- 125 ingthe heater circuits independently of the barometrically controlled devices when the `temperature Afalls 'to a predetermined de "compartment maintained at normal air denslity and containing the adjuncts of an outside engine, an outside air tractor driven by said engine exhausting into the partial and ever increasing vacuum as the machine rises, means to maintain the normal air density in said compartment combined with means for automatically increasing the power of said tractor as the machine rises to maintain the driving thrust.

19. A high altitude airplane with an airtight compartment of normal density and temperature containing fuel and carbureter, an outside variable pitch propeller run by an outside engine exhausting into the partial and ever increasing vacuum-as the machine rises in the air, together with automatic means for maintaining said normal air density and temperature, together with barometric means to increase or diminish the pitchof saidl propeller as described.

v 20. In an airplane for the purpose Vdescribed, the followingelements in combination, a closed compartment system containing air of liXed density and temperature in which the fuel elements for an outside engine function, an outside variable pitch propeller run by said engine, means for automatically changing the pitch of said pIO- peller with change of altitude'to maintain the reaction thereof at high altitudes and means connected with said compartment system for protecting aloft the occupants of said airplane against the effects of cold and high rarefaction at hi h altitudes.

Signed at New Yor in the county of New York and State of New York, this 11th day of September, A. 13,1919.

. SAMUEL D. MOTT.

Witnesses: F. B, TowNsEND, IRENE LEFKowITz. 

